EP2469062B1 - Système de contrôle de rapport air-combustible et procédé de contrôle de rapport air-combustible de moteur à combustion interne - Google Patents

Système de contrôle de rapport air-combustible et procédé de contrôle de rapport air-combustible de moteur à combustion interne Download PDF

Info

Publication number
EP2469062B1
EP2469062B1 EP11193640.7A EP11193640A EP2469062B1 EP 2469062 B1 EP2469062 B1 EP 2469062B1 EP 11193640 A EP11193640 A EP 11193640A EP 2469062 B1 EP2469062 B1 EP 2469062B1
Authority
EP
European Patent Office
Prior art keywords
value
air
running state
fuel ratio
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP11193640.7A
Other languages
German (de)
English (en)
Other versions
EP2469062A2 (fr
EP2469062A3 (fr
Inventor
Shinichi Kuratani
Tsuyoshi Takeuchi
Kozo Suzuki
Takashi Abe
Yoshinobu Mori
Daisuke Yanase
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Kawasaki Jukogyo KK
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kawasaki Heavy Industries Ltd, Kawasaki Jukogyo KK filed Critical Kawasaki Heavy Industries Ltd
Publication of EP2469062A2 publication Critical patent/EP2469062A2/fr
Publication of EP2469062A3 publication Critical patent/EP2469062A3/fr
Application granted granted Critical
Publication of EP2469062B1 publication Critical patent/EP2469062B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
    • F02D41/1488—Inhibiting the regulation
    • F02D41/149—Replacing of the control value by an other parameter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2477—Methods of calibrating or learning characterised by the method used for learning
    • F02D41/248—Methods of calibrating or learning characterised by the method used for learning using a plurality of learned values
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention generally relates to an air-fuel ratio control system and an air-fuel ratio control method of an internal combustion engine. More particularly, the present invention relates to an air-fuel ratio control system and an air-fuel ratio control method of an internal combustion engine, which perform feedback control of an air-fuel ratio of an air-fuel mixture using an air-fuel ratio sensor.
  • An output characteristic for example, an output voltage of the O 2 sensor changes when an air-fuel ratio is closer to a theoretical air-fuel ratio. It can be detected merely whether the air-fuel mixture is lean or rich by monitoring the output of the O 2 sensor, and therefore, a value of the air-fuel ratio cannot be detected. For this reason, the conventional O 2 feedback control uses a method which gradually changes a feedback compensation coefficient for making compensation for a fuel feed amount while monitoring whether the output of the O 2 sensor indicates the lean air-fuel ratio or the rich air-fuel ratio. Unlike normal feedback control, setting of the feedback compensation coefficient according to a deviation is unfeasible. As a result, the air-fuel ratio which can be achieved during the O 2 feedback control is limited to a value closer to the theoretical air-fuel ratio at which the output characteristic of the O 2 sensor changes.
  • an air-fuel ratio in a certain running range of the engine is set to a value other than the theoretical air-fuel ratio.
  • various target air-fuel ratios are set to correspond to running ranges of the engine, respectively. Therefore, a running range in which the O 2 feedback control is enabled is especially limited. If the control method in which the feedback compensation coefficient is changed gradually is used in such a case, an actual air-fuel ratio cannot follow a desired air-fuel ratio well at a time point when the O 2 feedback control is initiated, or when a compensation amount required in the O 2 feedback control changes rapidly because of an abrupt change in the running range. As a result, the quality of exhaust gas is degraded, or the engine driving power becomes lower than a desired one. This is a first problem associated with a conventional method.
  • an air-fuel ratio realized by the control is limited to the theoretical air-fuel ratio, the quality of exhaust gas may be degraded, or the engine driving power may become lower than a desired one, in non-O 2 -feedback control mode, in a running range in which an air-fuel ratio other than the theoretical air-fuel ratio is required to, for example, ensure the engine driving power output or to protect the engine. This is because, for example, it is impossible to make compensation for a fuel amount if the air-fuel ratio is deviated from a desired value due to degradation of the engine.
  • Japanese Laid-Open Patent Application Publication No. 2006-226234 discloses a technique in which engine operation control is executed so that the air-fuel ratio reaches a value closer to the theoretical air-fuel ratio in such a manner that compensation is made for a base fuel amount by changing a feedback compensation coefficient, while monitoring an output of an O 2 sensor by O 2 feedback control, a feedback compensation coefficient at a time point when the air-fuel ratio reaches the value closer to the theoretical air-fuel ratio is learned, and compensation is made for the base fuel amount, using the learned feedback compensation coefficient, in a non-O 2 - feedback control mode.
  • the feedback compensation coefficient is affected by a deviation between a target air-fuel ratio and the theoretical air-fuel ratio, in addition to a deviation of the air-fuel ratio due to degradation of the engine or the like, because a target air-fuel ratio changes over time according to the running state in an engine in which target air-fuel ratios are set to respectively correspond to the running states, like an engine in a straddle-type vehicle.
  • US 4,517,948 A discloses an apparatus for controlling an air-fuel ratio in internal combustion engines having an RPM sensor, a combustion composition sensor, and an intake air sensor. Detection signals from these sensors are fed by a microprocessor.
  • a RAM is arranged in the microprocessor and is continuously supplied with power.
  • the RAM has a first memory area which is divided into a plurality of areas for storing correction data corresponding to operating states of the engine. All the correction data stored in the first memory area arc added together and the sum is divided by a given constant so as to obtain an updated correction amount.
  • This updated correction amount is stored in a second memory area.
  • the updated correction amount in the second memory area reflects the correction data stored in the first memory area.
  • the correction data stored in the first memory area is read out corresponding to a given intake air flow, thereby enabling feedback control.
  • JP S61 87935 A which forms the basis for the preamble of claim 1, discloses an air-fuel ratio controller for an internal-combustion engine, wherein a fundamental injection quantity TP commensurate to an air-fuel ratio at the rich side is calculated by a fundamental injection quantity operational device A according to specified driving state parameters of engine speed and suction pressure, etc.; Next, in the specified driving state, an air-fuel ratio compensation value FAF is calculated by a closed-loop air-fuel ratio controlling device B according to the actual air-fuel ratio, and the fundamental injection quantity is controlled so as to be compensated according to this air-fuel ratio compensating value FAF.
  • a learning device C learning compensation values TAUG and KG are learned so as to cause the FAF to converge within the specified range on the basis of motion of the controlling device B at every engine load state region. And, in time of realization of a lean control condition, the air-fuel ratio is controlled to be turned to the lean side by open loop according to the fundamental injection quantity TP and learning compensation values TAUG and KG by a open loop controlling device D.
  • the present invention addresses the above described conditions, and a primary object of the present invention is to reduce a time required to cause an air-fuel ratio to reach a value closer to a theoretical air-fuel ratio, thereby suppressing degradation of the quality of exhaust gas or suppressing an engine driving power from becoming lower than a desired one, when O 2 feedback control is started or a compensation amount required for the O 2 feedback control change rapidly.
  • a secondary object of the present invention is to, in a non-O 2 feedback control mode, correctly detect a deviation between a target air-fuel ratio and an actual air-fuel ratio based on an O 2 feedback compensation coefficient attained in the O 2 feedback control mode and make compensation for the air-fuel ratio in the non-O 2 feedback control mode, thereby suppressing degradation of the quality of exhaust gas or suppressing the engine driving power from becoming lower than a desired one.
  • an air-fuel ratio control system of an internal combustion engine comprises a running state detector for detecting a running state of the internal combustion engine; an air-fuel ratio sensor which changes an output characteristic thereof when an air-fuel ratio of exhaust gas is closer to a theoretical air-fuel ratio; a fuel feed device for feeding a fuel to the internal combustion engine such that a fuel feed amount is adjustable; a fuel amount determiner for determining a fuel command value indicating a fuel feed amount of the fuel to be fed by the fuel feed device; and a memory for storing a first correspondence between running state reference coefficients and running states of the internal combustion engine, and a second correspondence between running state compensation coefficients and the running states, the running state reference coefficients indicating reference fuel feed amounts corresponding to the running states, respectively; the running state compensation coefficients indicating a value obtained by dividing the target air-fuel ratio by the theoretical air-fuel ratio; wherein the fuel amount determiner has a feedback control mode in which the fuel amount determiner determines a running state reference coefficient corresponding
  • the memory contains the second correspondence between the running states and the running state compensation coefficients relating to fuel feed amounts with which the air-fuel ratio becomes the theoretical air-fuel ratio in such a manner that the running state compensation coefficients respectively correspond to the running states.
  • the air-fuel ratio control system further comprises a learning value calculator for calculating a degradation learning compensation coefficient used to suppress a negative effect of degradation of the internal combustion engine which has progressed over time, based on the feedback compensation coefficient determined in the feedback control mode; wherein the memory updates and stores the degradation learning compensation coefficient; the fuel amount determiner has a non-feedback control mode in which the fuel amount determiner determines a running state reference coefficient corresponding to the running state detected by the running state detector based on the first correspondence stored in the memory, reads the degradation learning compensation coefficient stored in the memory, and determines the fuel command value by multiplying the determined running state reference coefficient by the read degradation learning compensation coefficient irrespective of the output of the air-fuel ratio sensor.
  • the feedback compensation coefficient may be recognized as an additional compensation coefficient needed to cause the air-fuel ratio to reach a value closer to the theoretical air-fuel ratio after compensation is made for the running state reference coefficient based on the running state compensation coefficient.
  • the feedback compensation coefficient serves to make compensation to suppress a negative effect attributed to degradation of engine components which has progressed over time.
  • compensation is made for the running state reference coefficient based on the degradation learning compensation coefficient calculated based on the feedback compensation coefficient to determine the fuel command value. Therefore, the air-fuel ratio can be maintained at a value suitable for the corresponding running state, irrespective of the degradation which has progressed over time. That is, it is possible to lessen a change in the air-fuel ratio of the exhaust gas which would be attributed to the degradation which has progressed over time, by using the compensation coefficient for making compensation to suppress a negative effect of the degradation which has progressed over time.
  • the learning value calculator may calculate degradation learning compensation coefficients for the running states, respectively; and the memory may store a third correspondence indicating a relation between the running states and the degradation learning compensation coefficients, for each of the running states.
  • compensation can be made for the running state reference coefficient using the degradation learning compensation coefficient to address a situation in which the feedback compensation coefficient is different depending on the running state.
  • the learning value calculator may calculate a weighted average derived by weighting a plurality of degradation learning compensation coefficients stored in the memory to respectively correspond to the running states, and calculate a representative value of the degradation learning compensation coefficients based on the weighted average; the memory may update and store the representative value calculated by the learning value calculator; and the fuel amount determiner may calculate the fuel command value by applying the representative value to the formula including the degradation learning compensation coefficient, in the non-feedback control mode.
  • the fuel command value can be determined by using a representative value which reflects a novel degradation learning compensation value corresponding to another running range, in the non-feedback control mode.
  • the feedback compensation coefficient may include a closed-loop compensation value, a real time learning value and a long-period learning value;
  • the closed-loop compensation value may be set to change to cause the air-fuel ratio to reach a value closer to the theoretical air-fuel ratio, and to change from increasing to decreasing or from decreasing to increasing every time the output of the air-fuel ratio sensor is inverted;
  • the real time learning value may be set to change to cause the air-fuel ratio to reach a value closer to the theoretical air-fuel ratio in a period during which the closed-loop compensation value does not cross a predetermined reference value, when the closed-loop compensation value changes from increasing to decreasing or from decreasing to increasing, and to maintain a value at a time point when the closed-loop compensation value crosses the predetermined reference value, when the closed-loop compensation value changes from increasing to decreasing or from decreasing to increasing; and the long-period learning value is set to be added with a predetermined value and the real time learning value is set to be a value derived by subtracting the predetermined
  • the degradation learning compensation coefficient is calculated using only a part of the feedback compensation coefficients, it is possible to effectively suppress the degradation learning compensation coefficient from being affected undesirably by an abrupt fluctuation in the feedback compensation coefficient.
  • the predetermined value may be a positive value or a negative value.
  • the memory may be configured to preserve the degradation learning compensation coefficient in a state where an ignition switch of the internal combustion engine is OFF.
  • compensation using the degradation learning compensation coefficient can be initiated just after the ignition switch is turned ON.
  • the air-fuel ratio control system may comprise a combustion state determiner for determining whether or not a combustion state of the internal combustion engine is unstable; and the fuel amount determiner may diminish the degradation learning compensation coefficient if the combustion state determiner determines that the combustion state is unstable, in the idle mode.
  • the air-fuel ratio control system may comprise a combustion state determiner for determining whether or not a combustion state of the internal combustion engine is unstable; wherein the fuel amount determiner may have an idle mode in which the fuel amount determiner determines the running state reference coefficient corresponding to an idle range, and an idle compensation coefficient used to cause the output of the air-fuel ratio sensor to change to a value indicating a lean air-fuel ratio, and determines the fuel command value using a formula including the determined running state reference coefficient and the determined idle compensation coefficient, when the running state detected by the running state detector is in the idle range; and the fuel amount determiner may diminish the idle compensation coefficient when the combustion state determiner determines that the combustion state is unstable.
  • the fuel amount determiner may obtain a value of the running state compensation coefficient based on the running state detected by the running state detector, and gradually change the running state compensation coefficient to the obtained value, when the feedback control mode is started.
  • a method of controlling an air-fuel ratio of an internal combustion engine including a fuel feed device for feeding a fuel to the internal combustion engine such that a fuel feed amount is adjustable; the method comprising: pre-storing a first correspondence between running state reference coefficients and running states of the internal combustion engine, and a second correspondence between running state compensation coefficients and the running states, the running state reference coefficients indicating reference fuel feed amounts corresponding to the running states, respectively; the running state compensation coefficients being used to make compensation for the fuel feed amounts corresponding to the running states, respectively, to cause the air-fuel ratio indicated by the air-fuel ratio sensor to reach the theoretical air-fuel ratio; determining a running state reference coefficient corresponding to a running state detected by a running state detector based on the pre-stored first correspondence; determining a running state compensation coefficient corresponding to the running state detected by the running state detector based on the pre-stored second correspondence; determining a feedback compensation coefficient used to cause an air-fuel ratio to reach a value closer to a theoretical
  • compensation using the running state compensation coefficient is performed like the above control system, when the fuel command value is determined (decided) using a formula including the feedback compensation coefficient determined based on the output of the air-fuel ratio sensor quickly. Therefore, the air-fuel ratio can reach a value closer to the theoretical air-fuel ratio.
  • Fig. 1 is a right side view of a motorcycle 1 incorporating an air-fuel ratio control system according to an embodiment of the present invention.
  • the motorcycle 1 includes a front wheel 2 and a rear wheel 3.
  • the front wheel 2 is rotatably mounted to a front fork 4.
  • the front fork 4 is coupled to a handle 5 via a steering shaft (not shown) rotatably supported by a head pipe 6.
  • a right grip of the handle 5 constitute a throttle grip 5a.
  • a pair of right and left main frame members 7 extend rearward and downward from the head pipe 6.
  • Pivot frames 8 extend downward from the main frame members 7, respectively.
  • the front end portions of swing arms 9 are pivoted to the pivot frames 8, respectively.
  • the rear wheel 3 is rotatably mounted to the rear end portions of the swing arms 9.
  • a fuel tank 10 is positioned above the main frame members 7 and rearward relative to the handle 5.
  • a seat 11 straddled by the driver is disposed rearward relative to the fuel tank 10.
  • a multi-cylinder four-cycle engine 12 is mounted below the main frames 7.
  • a driving power generated by the engine 12 is transmitted to the rear wheel 3 via a transmission and a chain which are not shown.
  • Fig. 2 is a schematic view showing a configuration of an air-intake system and an exhaust system in the engine 12 of Fig. 1 .
  • the engine 12 includes a cylinder block 21 and a cylinder head 22.
  • the cylinder block 21 includes a plurality of cylinders 23.
  • Each cylinder 23 accommodates a piston 24 such that the piston 24 is slidable within the cylinder 23.
  • a combustion chamber 25 which is a combustion portion of an internal combustion engine is formed.
  • the cylinder head 22 includes an intake port 26 through which intake-air is supplied to each combustion chamber 25 and an exhaust port 27 through which exhaust gas is exhausted from the combustion chamber 25.
  • the intake port 26 is opened and closed by an intake valve 28, while the exhaust port 27 is opened and closed by an exhaust valve 29.
  • the engine 12 is a water-cooled engine.
  • Each of the cylinder block 21 and the cylinder head 22 includes a water jacket 30 through which cooling water flows.
  • An air-intake pipe 31, a throttle device 32 and an air cleaner 33 are coupled to the intake port 26 in this order.
  • the air cleaner 33 includes therein an air filter 34 for cleaning air taken in from outside.
  • the throttle device 32 includes a main throttle valve 35 and a sub-throttle valve 36, and controls the amount of clean air supplied from the air cleaner 33 to the combustion chamber 25, based on the opening degree of the main throttle valve 35 and the opening degree of the sub-throttle valve 36.
  • the main throttle valve 35 is coupled to the throttle grip 5a via a cable. When the driver rotates the throttle grip 5a, the opening degree of the main throttle valve 35 is changed mechanically.
  • the sub-throttle valve 36 is actuated by a valve actuator 37 such as an electric motor.
  • the operation of the valve actuator 37 is controlled by an engine control unit 60 (hereinafter referred to as "ECU").
  • a fuel injection device 38 is attached to the throttle device 32 or the air-intake pipe 31 to inject fuel stored in the fuel tank 10.
  • an air-fuel mixture of the clean air passing through the throttle device 32 and the fuel injected by the fuel injection device 38 is supplied to the combustion chamber 25 via the intake port 26.
  • An ignition plug 39 is attached to the cylinder head 22 for each cylinder to generate a spark inside the combustion chamber 25.
  • the ignition plug 39 ignites and combusts the air-fuel mixture compressed inside the combustion chamber 25.
  • the piston 24 moves downward, and a crankshaft (not shown) coupled to the piston 24 via a connecting rod 40 rotates.
  • the operation of the fuel injection device 38 and the operation of the ignition plug 39 are controlled by the ECU 60.
  • four fuel injection devices 38 are provided to respectively correspond to the cylinders, and are controlled independently of each other so that the air-fuel ratio of the air-fuel mixture supplied to the combustion chamber 25 can be adjusted for each cylinder.
  • two or more fuel injection devices 38 may be provided for each cylinder, or the fuel injection device 38 may be positioned to directly inject the fuel to inside of the fuel injection device 38.
  • An exhaust pipe 41, a ternary catalyst pipe 42 and a muffler 43 are coupled to the exhaust port 27 in this order.
  • exhaust valve 29 opens the exhaust port 27
  • exhaust gas resulting from combustion is exhausted from inside the cylinder 23 and the combustion chamber 25 which have ignited and combusted the air-fuel mixture, to outside the vehicle 1, through the exhaust port 27, the exhaust pipe 41, the ternary catalyst pipe 42 and the muffler 43.
  • the air cleaner 33 is coupled to the exhaust port 27 via a secondary air supply pipe 46 and is configured to supply the clean air to the exhaust port 27 through the secondary air supply pipe 46 such that the clean air bypasses the throttle device 32 and the combustion chamber 25 (hereinafter the clean air supplied to the exhaust port 27 is referred to as "secondary air").
  • secondary air By supplying the secondary air to the exhaust port 27, the exhaust gas can be re-combusted so as to reduce CO and HC contained therein.
  • the secondary air supply pipe 46 is provided with a secondary air supply valve 47 for opening and closing the secondary air supply pipe 46, and a check valve 48 for inhibiting a back flow of the exhaust gas from the exhaust port 27.
  • the operation of the secondary air supply valve 47 is controlled by the ECU 60.
  • the exhaust pipe 41 is attached with an O 2 sensor 56 (air-fuel ratio sensor).
  • the O 2 sensor 56 outputs to the ECU 60, a signal corresponding to an oxygen concentration of the exhaust gas before it is subjected to a catalytic action in the ternary catalyst pipe 42.
  • the oxygen concentration of the exhaust gas changes according to the air-fuel ratio of the air-fuel mixture supplied to the combustion chamber 25.
  • the output characteristic (e.g., output voltage) of the O 2 sensor 56 changes rapidly with a great changing magnitude, when the air-fuel ratio of the air-fuel mixture supplied to the combustion chamber 25 is closer to the theoretical air-fuel ratio, in a state where the secondary air supply valve 47 closes the secondary air supply pipe 46.
  • the ECU 60 determines whether the air-fuel ratio of the air-fuel mixture supplied to the combustion chamber 25 is a lean air-fuel ratio or a rich air-fuel ratio, based on whether the output of the O 2 sensor 56 is a high value or a low value.
  • the ECU 60 can determine whether the air-fuel ratio of the air-fuel mixture including the secondary air is the lean air-fuel ratio or the rich air-fuel ratio.
  • Fig. 3 is a block diagram showing an overall configuration of the air-fuel ratio control system 100 incorporated into the motorcycle 1 of Fig. 1 .
  • the air-fuel ratio control system 100 includes the ECU 60, the valve actuator 37, the fuel injection devices 38, the secondary air supply valve 47, the O 2 sensor 56, an ignition switch 51, a crank angle sensor 52, a throttle position sensor 53, a water temperature sensor 54 and an air-intake pressure sensor 55.
  • the ignition switch 51 is operated by the driver. When the ignition switch 51 is turned ON, the ECU 60 is supplied with electric power and is able to operate, and the engine 12 is able to operate.
  • the crank angle sensor 52 detects a rotational angle of the crankshaft.
  • the ECU 60 is configured to measure an engine speed (i.e., rotational speed of the crankshaft), based on the output of the crank angle sensor 52.
  • the crank angle sensor 52 can operate as a sensor for detecting the engine speed.
  • the throttle position sensor 53 detects the opening degree of the main throttle valve 35 (hereinafter simply referred to as "throttle valve opening degree").
  • the water temperature sensor 54 detects a water temperature of cooling water used for cooling the engine E.
  • the air-intake pressure sensor 55 detects an air-intake pressure.
  • the ECU 60 controls the operation of the fuel injection device 38 and the operation of the secondary air supply valve 47 based on the outputs of the sensors and switches 51 ⁇ 56, thereby controlling the air-fuel ratio of the air-fuel mixture.
  • an air supply amount can be controlled along with the fuel feed amount by controlling the operation of the valve actuator 37 of the sub-throttle valve 36.
  • the ECU 60 includes as functional constituents for controlling the air-fuel ratio, a fuel amount determiner 61, a fuel controller 62, a memory 63, a learning value calculator 64, a combustion state determiner 65, a secondary air controller 91 and a throttle controller 92.
  • the fuel amount determiner 61 determines (decides) a fuel command value TAU indicating the amount (fuel feed amount) of a fuel to be fed from the fuel injection device 38.
  • the fuel command value TAU may be a fuel injection amount, a time at which the fuel injection device 38 injects the fuel, or the like.
  • the fuel controller 62 controls the operation of the fuel injection device 38 so that the fuel is fed to the combustion chamber 25 with the fuel feed amount indicated by the fuel command value TAU determined (decided) by the fuel amount determiner 61.
  • the memory 63 stores coefficients or data used to determine the fuel command value TAU in the fuel amount determiner 61.
  • the learning value calculator 64 calculates a degradation learning compensation coefficient and its representative value.
  • the combustion state determiner 65 determines whether or not the combustion state is stable.
  • the combustion state determiner 65 includes a first determiner 81 and a second determiner 82 which determine whether or not the combustion state is stable, using different methods as described later.
  • the secondary air controller 91 causes the secondary air control valve 47 to open or close the secondary air supply pipe 46.
  • the running state of the engine E is in an idle range, or the running state is not in the idle range but a driving state of the motorcycle 1 is a state where explosion due to an uncombusted fuel and secondary air is least likely to occur in the exhaust system (non-deceleration state)
  • the secondary air control valve 47 opens the secondary air supply pipe 46.
  • the throttle controller 92 controls the operation of the valve actuator 37 so that the opening degree of the sub-throttle valve 36 reaches a target opening degree.
  • the fuel amount determiner 61 determines whether or not the running state is in the idle range (step S1). If it is determined that the running state is not in the idle range (S1: NO), the fuel amount determiner 61 determines whether or not a predetermined feedback control start condition is met (step S2). If it is determined that the predetermined feedback control start condition is not met (S2: NO), the fuel amount determiner 61 determines (decides) the fuel command value TAU according to a non-O 2 -feedback control mode (hereinafter referred to as "non-FB mode”) (step S3).
  • non-FB mode non-O 2 -feedback control mode
  • FB mode O 2 -feedback control mode
  • the fuel amount determiner 61 determines (decides) the fuel command value TAU until a predetermined feedback control termination condition is met (step S4). If it is determined that the running state is in the idle range (S1: YES), the fuel amount determiner 61 determines (decides) that the fuel command value TAU is in the idle mode (step S5).
  • the fuel amount determiner 61 determines that the running state is in the idle range when the engine speed is less than a predetermined engine speed.
  • the fuel amount determiner 61 may determine that the running state is in the idle range when the throttle valve opening degree is less than a predetermined opening degree, and the engine speed is less than the predetermined engine speed.
  • the feedback control start condition includes a condition in which a running state where a harmful exhaust matter should be reduced with a priority is met. Therefore, the FB mode is executed in the running state where the harmful exhaust matter should be reduced with a priority, for example, a constant speed driving state or a gradually accelerated or decelerated state, rather than a state where the engine driving power is required to be increased.
  • the non-FB mode is executed in the running state where the engine driving power is required to be increased or decreased with a priority, for example, a rapidly accelerated or decelerated state, rather than the running state where the harmful exhaust matter should be reduced.
  • a desired engine driving power can be estimated based on the throttle valve opening degree, the air-intake pressure, the engine speed, etc..
  • the feedback control start condition may include, for example a condition in which evaporative emission purge is not being performed.
  • the fuel amount determiner 61 executes closed-loop control based on the output of the O 2 sensor 56, and determines (decides) the fuel command value TAU so that the air-fuel ratio reaches a value closer to the theoretical air-fuel ratio.
  • the assumed air-fuel ratio in the non-FB mode is set to a value different from the theoretical air-fuel ratio, and is set for each running state.
  • the fuel amount determiner 61 executes open-loop control without using the output of the O 2 sensor 56 and determines (decides) the fuel command value TAU so that the air-fuel ratio reaches the assumed air-fuel ratio.
  • the secondary air controller 91 causes the secondary air supply valve 47 to open the secondary air supply pipe 46.
  • the fuel amount determiner 61 determines (decides) the fuel command value TAU so that the air-fuel ratio of the exhaust gas which is detected by the O 2 sensor 56, after the secondary air is supplied to the exhaust pipe 41, becomes the lean air-fuel ratio.
  • the fuel command value TAU is determined (decided) according to the following formula (1).
  • TAU TBASE ⁇ 1 + FKI + FFB ⁇ FO 2 RAM ⁇ FBLAF
  • TBASE is a running state reference coefficient
  • FKI is an environment compensation coefficient
  • FO2RAM is a running state compensation coefficient
  • FFB is a feedback compensation coefficient
  • FBLAF is a degradation coefficient.
  • the degradation coefficient FBLAF is set to 1.
  • the non-FB mode compensation using the running state compensation coefficient FO2RAM and the feedback compensation coefficient FFB is disenabled, and a degradation learning compensation coefficient or its representative value FDLAF is assigned to the degradation coefficient FBLAF.
  • FO2RAM is set to 1
  • the feedback compensation coefficient FFB is set to 0
  • the degradation coefficient FBLAF is set to the degradation learning compensation coefficient or its representative value FDLAF.
  • the running state compensation coefficient FO2RAM is set to 1
  • the feedback compensation coefficient FFB is set to zero
  • the degradation coefficient FBLAF is set to the idle compensation coefficient FILAF.
  • a formula used to determine (decide) the fuel command value TAU in the FB mode is represented by the following formula (2)
  • a formula used to determine (decide) the fuel command value TAU in the non-FB mode is represented by the following formula (3)
  • a formula used to determine (decide) the fuel command value TAU in the idle mode is represented by the following formula (4).
  • the fuel command value TAU is calculated using the formula including the running state reference coefficient TBASE, the running state compensation coefficient FO2RAM and the feedback compensation coefficient FFB.
  • TAU TBASE ⁇ 1 + FKI + FFB ⁇ FO 2 RAM
  • TAU TBASE ⁇ 1 + FKI ⁇ FDLAF
  • TAU TBASE ⁇ 1 + FKI ⁇ FILAF
  • the running state reference coefficient TBASE indicates a fuel feed amount suitable for each running state and a fuel feed amount which is a reference for each running state.
  • the running state reference coefficients TBASE are individually set to values so that a target air-fuel ratio corresponding to each running state falls within a range of a rich air-fuel ratio with respect to the theoretical air-fuel ratio, in view of a balance among various requirements such as achievement of a desired engine driving power, a need for protection of the engine, a need for increasing the engine driving power, and a need for reduction of a harmful exhaust matter.
  • the running state reference coefficient TBASE is a value indicating a fuel feed amount required to achieve a target air-fuel ratio for each running state, or an operation time of the fuel injection device 38 required to inject a fuel with this fuel feed amount.
  • the memory 63 contains a running state reference coefficient map 71 (see Fig. 5A ) created by preliminarily finding the running state reference coefficients TBASE for respective running states.
  • the running state reference coefficient TBASE is associated with each of a plurality running ranges each of which is defined by the throttle valve opening degree and the corresponding engine speed.
  • "####" indicates the running state reference coefficient TBASE and is a value stored actually in the running state reference coefficient map 71.
  • the numeric values are stored individually to respectively correspond to the running ranges.
  • each target air-fuel ratio is different among the running states, and is a rich air-fuel ratio, for example.
  • the memory 63 may contain the correspondence between the running state and the running state reference coefficient TBASE in a form other than the map, for example, a calculation formula. The same applies to an environment compensation coefficient map 72 and a running state compensation coefficient map 73 as described below.
  • a vehicle speed, a transmission ratio, or an air-intake pressure may be used, in addition to or instead of the engine speed and the throttle valve opening degree.
  • the environment compensation coefficient FKI is a coefficient used to make compensation for the running state reference coefficient TBASE, based on driving environments such as a cooling water temperature and the air-intake pressure.
  • the fuel amount determiner 61 can select the environment compensation coefficient FKI for each running state, with reference to the environment compensation coefficient map 72 pre-stored in the memory 63, and the output of the water temperature sensor 54 and the output of the air-intake pressure sensor 55.
  • the environment compensation coefficient FKI is a compensation coefficient corresponding to an environment change rate with respect to a reference environment, and is zero when the corresponding environment is the reference environment.
  • the environment compensation coefficient FKI is such that a positive compensation amount is set when fuel increasing compensation is required for the running state reference coefficient TBASE and a negative compensation amount is set when fuel decreasing compensation is required for the running state reference coefficient TBASE to achieve an air-fuel ratio substantially equal to that set based on the running state reference coefficient TBASE in the reference environment when a change occurs in the reference environment.
  • the running state compensation coefficient F02RAM is a compensation coefficient used to make compensation for the fuel feed amount corresponding to each running state so that the corresponding air-fuel ratio reaches the theoretical air-fuel ratio.
  • the running state compensation coefficient FO2RAM is a compensation coefficient used to make compensation for the running state reference coefficient TBASE so that the air-fuel ratio reaches the theoretical air-fuel ratio in a certain ideal running state in which there is no individual difference between products and there is no degradation of the engine component which has progressed over time.
  • the memory 63 contains a running state compensation coefficient map 73 created by preliminarily finding the running state compensation coefficients FO2RAM for respective running states in the reference environment.
  • the running state compensation coefficient map 73 contains the running state compensation coefficients FO2RAM corresponding to parameters similar to those for determining the running state reference coefficients TBASE, to be specific, the engine speed and the throttle valve opening degree.
  • each of the running state compensation coefficients F02RAM refers to a value derived by dividing the value of an air-fuel ratio in a case where the fuel is fed with an amount indicated by the corresponding running state reference coefficient TBASE, by a value (14.7) of the theoretical air-fuel ratio, i.e., an air excess ratio in the case where the fuel is fed with an amount indicated by the running state reference coefficient TBASE.
  • the feedback compensation coefficient FFB is a compensation coefficient used to cause the air-fuel ratio to gradually get closer to the theoretical air-fuel ratio, based on the output of the O 2 sensor 56, when there is an individual difference between products and there is degradation of the engine components which has progressed over time.
  • the feedback compensation coefficient FFB has a closed-loop compensation value FAF and a learning value FLAF.
  • the learning value FLAF is composed of a real time learning value FRLAF and a long-period learning value FLLAF. That is, the feedback compensation coefficient FFB is composed of the closed-loop compensation value FAF, the real time learning value FRLAF and the long-period learning value FLLAF.
  • the three values FAF, FRLAF, and FLLAF, constituting the feedback compensation coefficient FFB are set variably in the middle of the FB mode.
  • Fig. 6 shows an example in which the FB mode is firstly executed in the motorcycle 1 which has been used for a relatively short period of time, and degradation of the engine components which has progressed over time does not occur, but there is an individual difference between products. Note that it is supposed that the environment compensation coefficient FKI is constant (the same applies to the examples shown in Figs. 8 , 13 and 14 ). In the FB mode, the secondary air supply valve 47 operates to close the secondary air supply pipe 46.
  • the running state reference coefficient TBASE and the running state compensation coefficient FO2RAM corresponding to the running state at that point of time are selected from the maps 71 and 73, respectively, and compensation is made for the selected running state reference coefficient TBASE by multiplying the selected running state reference coefficient TBASE by the selected running state compensation coefficient F02RAM. Since the running state compensation coefficient FO2RAM is the air excess ratio as described above, the air-fuel ratio changes promptly from a target air-fuel ratio in the non-FB mode into a value closer to the theoretical air-fuel ratio.
  • the three values FAF, FRLAF, and FLLAF constituting the feedback compensation coefficient FFB are zero, because an opportunity for learning for the learning values FRLAF and FLLAF does not occur yet.
  • the closed-loop compensation value FAF is set variably such that the closed-loop compensation value FAF changes from increasing to decreasing or from decreasing to increasing, every time the output of the O 2 sensor is inverted, and the value of the real time learning value FRLAF is changed gradually.
  • the closed-loop compensation value FAF increases by a predetermined skip value at a time point when the output of the O 2 sensor 56 has changed from a value indicating the rich air-fuel ratio to a value indicating the lean air-fuel ratio.
  • the closed-loop compensation value FAF increases gradually with a constant rate until the output of the O 2 sensor 56 changes to a value indicating the rich air-fuel ratio next.
  • the closed-loop compensation value FAF decreases by a predetermined skip value at a time point when the output of the O 2 sensor has changed from a value indicating the lean air-fuel ratio to a value indicating the rich air-fuel ratio next.
  • the closed-loop compensation value FAF decreases gradually with a constant rate until the output of the O 2 sensor 56 changes to a value indicating the lean air-fuel ratio next.
  • the decrease rate and the increase rate of the closed-loop compensation value FAF are preferably set to values greater than a change rate of the real time learning value FRLAF. If not, the output of the O 2 sensor 56 cannot be changed when a change from increasing to decreasing or from decreasing to increasing is revered between the closed-loop compensation value FAF and the real time learning value FRLAF (see Fig. 8 in addition to Fig. 6 ).
  • the closed-loop compensation value FAF when the closed-loop compensation value FAF is decreased, a decrease in the real time learning value FRLAF is added. Therefore, the output of the O 2 sensor 56 is inverted relatively faster.
  • the closed-loop compensation value FAF when the closed-loop compensation value FAF is increased, a decrease in the real time learning value FRLAF is subtracted from the closed-loop compensation value FAF, so that a certain time is required to invert the output of the O 2 sensor 56 (see Fig. 8 in addition to Fig. 6 ). In this way, the closed-loop compensation value FAF changes from increasing to decreasing or from decreasing to increasing and is getting closer to zero at which the control mode shifts to the FB mode.
  • the real time learning value FRLAF and the long-period learning value FLLAF are thereafter maintained at the values at that point of time, whereas the closed-loop compensation value FAF is changed while monitoring the output of the O 2 sensor 56 in the same manner. Since the output of the O 2 sensor 56 changes before the real time learning value FRLAF reaches a threshold ⁇ F1 in the example of Fig. 6 , the long-period learning value FLLAF does not change (i.e., maintained at zero at which the control mode shifts to the FB mode). A case where the real time learning value FRLAF exceeds the threshold ⁇ F1 will be described with reference to Fig. 8 later.
  • the running state reference coefficient TBASE indicating a fuel feed amount suitable for the running state is selected from the running state reference coefficient map 71.
  • the running state compensation coefficient FO2RAM indicating the air excess ratio of the air-fuel ratio in the case where the fuel is fed with an amount indicated by that running state reference coefficient TBASE. That is, the running state compensation coefficient FO2RAM serves to make compensation for a deviation between a fuel feed amount corresponding to a target air-fuel ratio in the non-FB mode in a certain running state and a fuel feed amount corresponding to the theoretical air-fuel ratio in this running state.
  • the feedback compensation coefficient FAF does not serve to make compensation for the deviation of the fuel feed amount due to the difference between these air-fuel ratios.
  • the compensation amount corresponding to this deviation may be assumed when the running state reference coefficient map 71 is created.
  • the running state compensation coefficient map 73 like the running state reference coefficient map 71, it becomes possible to promptly make compensation for the deviation due to the difference between the air-fuel ratios when the FB mode is started, and to thereby promptly change the air-fuel ratio to a value closer to the theoretical air-fuel ratio, in response to a change in the control mode.
  • the running state reference coefficient TBASE may change rapidly in response to this.
  • the running state reference coefficient TBASE changes rapidly, the air-fuel ratio is restored to a value closer to the theoretical air-fuel ratio, by changing a feedback compensation coefficient gradually. This requires a long time to restore the air-fuel ratio.
  • the running state compensation coefficient FO2RAM changes according to the running state, along with the running state reference coefficient TBASE.
  • the running state compensation coefficient FO2RAM is changed in response to a change in the running state, the value of the real time learning value FRLAF and the value of the long-period learning value FLLAF, corresponding to the changed running state, are read from the memory 63 just after the change of FORAM, and the real time learning value FRLAF and the long-period learning value FLLAF are changed into the read values, rapidly or gradually, respectively. After the real time learning value FRLAF and the long-period learning value FLLAF are changed into the read values, respectively, the real time learning value FRLAF is changed as described above, according to a need for compensation associated with the individual difference between products.
  • the real time learning value FRLAF and the long-period learning value FLLAF are updated and stored in the memory 63.
  • the running state reference coefficient TBASE and the running state compensation coefficient FO2RAM change in response to a change in the running state in the middle of the FB mode
  • the values set just before this change in the running state are stored to be associated with the running state just before this change
  • the values set just before the FB mode terminates are stored to be associated with the running state.
  • Fig. 7 is a schematic view of the real time learning value map 74 stored in the memory 63.
  • the real time learning value FRLAF is updated and stored for each running state.
  • the memory 63 stores as the real time learning value map 74, a correspondence between the real time learning values FRLAF and the running ranges each of which is defined by the engine speed and the air-intake negative pressure (or throttle valve opening degree) such that the real time learning values FRLAF respectively correspond to the running ranges.
  • the number of the running ranges is not limited to that depicted in Fig. 7 , but may be modified suitably.
  • the memory 63 is configured to preserve the real time learning value map 74 even after the ignition switch 51 is turned OFF.
  • the fuel amount determiner 61 sets the closed-loop compensation value FAF and the long-period learning value FLLAF to zero, because an opportunity for the learning for the long-period learning value FLLAF does not occur yet.
  • the fuel amount determiner 61 reads the real time learning value FRLAF corresponding to the running state at that point of time, from the real time learning value map 74 in which the real time learning value FRLAF is updated and stored after the FB mode is executed previously, and sets the real time learning value FRLAF to the read value. Regardless of whether or not the ignition switch 51 is tuned ON/OFF before the FB mode is executed currently, the value can be read from the real time learning value map 74. Since real time learning value FRLAF updated and stored in the FB mode executed at previous times is set just after the compensation using the running state compensation coefficient FO2RAM is performed, the air-fuel ratio can be made closer to the theoretical air-fuel ratio more quickly than a case where the FB mode is previously, in view of an individual difference between products.
  • the values FRLAF and FLLAF i.e., learning value FLAF
  • FAF closed-loop compensation value
  • these two values make compensation to enable the output of the O 2 sensor 56 to reach the changed value after the compensation using the running state compensation coefficient FO2RAM is performed. It is considered that this compensation is necessary due to the fact that there is an individual difference or degradation of the throttle devices 32 and the fuel feed devices 38.
  • Fig. 8 shows an example in which the FB mode and the non-FB mode are executed in a case where the motorcycle 1 has been used for a relatively long period of time and its degradation of the components has progressed over time (in addition, there is an individual difference between products).
  • the intake valve 28, the throttle device 32, or the fuel injection device 38 may sometimes be degraded.
  • the fuel command value TAU is determined (decided) based on the running state reference coefficient TBASE corresponding to the running state with reference to the running state reference coefficient map 71, the fuel may be fed with an amount different from the amount indicated by the fuel command value TAU, or an amount of air-intake assumed based on the throttle valve opening degree is not attained.
  • a target air-fuel ratio assumed when the running state reference coefficient map 71 is created cannot be attained in some cases. This could not make driving state of the motorcycle 1 unstable, but the driving power output characteristic of the engine 12 becomes slightly higher or lower than that assumed, or the amount of HC and the amount of NOx in the exhaust gas become slightly greater than those assumed. If the amount of HC and the amount of NOx in the exhaust gas become greater, degradation of the catalyst in the ternary catalyst pipe 42 may progress at a higher pace.
  • the feedback compensation coefficient FFB makes compensation for suppressing a negative effect attributed to the individual difference or degradation which has progressed over time to allow the air-fuel ratio to reach a value closer to the theoretical air-fuel ratio.
  • Fig. 8 shows an example in which the air-fuel ratio cannot be changed to a value closer to the theoretical air-fuel ratio, due to the degradation which has progressed over time, even after the compensation using the running state compensation coefficient FO2RAM is performed.
  • the values read from the real time learning value map 74 and the long-period learning value map 75 are zero, and therefore, three values constituting the feedback compensation coefficient FFB are zero.
  • the closed-loop compensation value FAF changes from increasing to decreasing or from decreasing to increasing every time the output of the O 2 sensor 56 is inverted, as described above.
  • the output of the O 2 sensor 56 indicates the rich air-fuel ratio, just after compensation using the running state compensation coefficient FO2RAM is performed. Because of this, the real time learning value FRLAF is decreased gradually until the skip value of the closed-loop compensation value FAF has crossed a reference value.
  • the real time learning value FRLAF decreases to a threshold - F1
  • the real time learning value FRLAF is added with a predetermined value
  • the long-period learning value FLLAF changes to a value derived by subtracting this predetermined value from its current value (zero).
  • the predetermined value is subtracted from the current value of the long-period learning value FLLAF and the real time learning value FRLAF is added with the predetermined value concurrently with this subtraction (see a trend of the real time learning value FRLAF and a trend of the long-period learning value FLLAF in Fig. 8 ).
  • the real time learning value FRLAF continues to be changed, and hence the whole learning value FLAF continues to be changed, in such a manner that an increase of the real time learning value FRLAF is shifted to the long-period learning value FLLAF every time the rear time learning value FRLAF reaches the threshold.
  • the skip value of the closed-loop compensation value FAF has crossed the reference value, it is increased or decreased thereafter in the same manner, while monitoring the output of the O 2 sensor 56.
  • the air-fuel ratio can be stabilized at a value closer to the theoretical air-fuel ratio.
  • the real time learning value FRLAF is updated and stored in the memory 63 as described above.
  • the learning value calculator 64 still uses the long-period learning value FLLAF as the degradation learning compensation coefficient.
  • the long-period learning value FLLAF as the degradation learning compensation coefficient is updated and stored in the memory 63.
  • the real time learning value FRLAF and the long-period learning value FLLAF are read from the memory 63.
  • the closed-loop control is executed while monitoring the output of the O 2 sensor 56, in view of the compensation performed for the degradation, just after the start of the FB mode.
  • Fig. 9 is a schematic view of the long-period learning value map 75 stored in the memory 63.
  • the long-period learning value FLLAF as the degradation learning compensation coefficient is updated and stored in the memory 63 for each running state.
  • the memory 63 stores as the long-period learning value map 75, a correspondence between the long-period learning values FLLAF and the running ranges each of which is defined by the engine speed and the air-intake negative pressure (or throttle valve opening degree) such that the long-period learning values FLLAF respectively correspond to the running ranges.
  • the number of the running ranges is not limited to that depicted in Fig. 7 , but may be changed suitably.
  • the memory 63 is configured to preserve the long-period learning value map 75 even after the ignition switch 51 is turned OFF.
  • the learning value calculator 64 calculates a representative value of the degradation learning compensation coefficients, based on the long-period learning values as the degradation learning compensation coefficients, and stores the representative value in the memory 63.
  • FDLAF 1 + FLLAF 00 ⁇ w 00 + FLLAF 01 ⁇ w 01 + ... + FLLAF 35 ⁇ w 35 / w 00 + w 01 + ... + w 35
  • FDLAF is the representative value of the degradation learning compensation coefficients
  • w(i) is a weight coefficient associated with the range i.
  • the representative value FDLAF of the degradation learning compensation coefficients is a value derived by addition of 1 and a weighted average (mean) of a plurality of long-period learning values FLLAF (01), FLLAF (02), ...corresponding to the running ranges, respectively.
  • a term of the weighted average in the formula (6) is zero, and therefore the representative value FDLAF is 1.
  • the representative value FDLAF may be set to a value different from 1. In this case, in the non-FB mode, compensation using the degradation learning compensation coefficient is enabled.
  • the weight coefficient w(i) may be set to a greater value when the engine speed is lower and when the air-intake negative pressure or the throttle valve opening degree is smaller. This makes it possible to improve sensitivity of compensation of the fuel amount and to perform compensation for suppressing a negative effect attributed to the degradation more correctly, when the air amount is less.
  • the weight coefficients w(i) are set in such a manner that the weight coefficient w(i) corresponding to a running range within the FB mode which is near a running range in the non-FB mode which enables compensation for the degradation is set greater. This makes it possible to execute control effectively using degradation information of similar running ranges. For example, in a vehicle which is in the non-FB mode when the engine is in a low load range, a weight coefficient w(i) corresponding to a low load range within the FB mode may be set to a greater value.
  • the representative value is calculated every time the FB mode terminates. If the long-period learning value map 75 continues to be preserved after the ignition switch 51 is turned OFF, the representative value may be erased from the memory 63 when the ignition switch 51 is turned OFF. In that case, the representative value is calculated with reference to the preserved long-period learning value map 75 just after the ignition switch 51 is turned ON.
  • Fig. 8 illustrates a case where the air-fuel ratio shifts to the rich air-fuel ratio due to the degradation, and thereby the degradation learning compensation coefficient becomes smaller than 1.
  • the long-period learning value becomes a positive value, and thereby the representative value of the degradation learning compensation coefficient becomes greater than 1.
  • the running state reference coefficient TBASE and the environment compensation coefficient FKI corresponding to the running state at that point of time are selected, and the degradation learning compensation coefficient is read from the memory 63.
  • the fuel command value TAU is determined (decided) by making compensation for the running state reference coefficient TBASE using the environment compensation coefficient FKI and the representative value, according to the formula (3).
  • the long-period learning value FLLAF is used as the degradation learning compensation coefficient without altering it, and serves to make compensation to suppress a negative effect attributed to the degradation to make the air-fuel ratio closer to the theoretical air-fuel ratio. Therefore, even in a case where a target air-fuel ratio assumed when the running state reference coefficient map 71 is created cannot be attained, due to the degradation, even though the fuel command value TAU is determined (decided) based on the running state reference coefficient TBASE selected from the running state reference coefficient map 71, the fuel command value TAU is determined (decided) by making compensation for the running state reference coefficient TBASE using the degradation learning compensation coefficient.
  • the degradation can be addressed, and a target air-fuel ratio can be achieved.
  • the representative value of the degradation learning compensation coefficients is calculated based on the weighted average (mean) of a plurality of degradation learning compensation coefficients respectively corresponding to the running ranges. Since the degradation learning compensation coefficients are set to correspond to the running ranges, respectively, it is possible to address a situation in which there is a difference in degree of a negative effect attributed to degradation, between the running ranges. Under this condition, weighted average is used. Therefore, even when a particular running range in which the FB mode is less likely to be executed is selected in the non-FB mode, a degradation learning compensation coefficient which reflects a novel long-period learning value attained in another running range can be used to determine a fuel command value TAU corresponding to the particular running range in the non-FB mode.
  • the degradation learning compensation coefficient is calculated based on only a part of the learning values FLAF constituting the feedback compensation coefficient FFB. In other words, in calculation of the degradation learning compensation coefficient, a dead band is provided. Because of the presence of the dead band, degradation learning compensation coefficient can be suppressed effectively from being affected by an abrupt fluctuation in the feedback compensation coefficient FFB in the middle of the FB mode. As shown in Fig. 8 , when the running state is in a high-load range in the non-feedback control mode, compensation using the degradation learning compensation coefficient may be disenabled.
  • the feedback compensation coefficient FFB may be composed of two values which are the closed-loop compensation coefficient FAF and the learning value FLAF, and a value derived by multiplying the learning value FLAF in the FB mode by a ratio less than 1, or a value derived by subtracting a predetermined value from the learning value FLAF, may be updated and stored as the degradation learning compensation coefficient.
  • the learning value FLAF is composed of two values which are the real time learning value FRLAF and the long-period learning value FLLAF, and an increase in the real time learning value FRLAF is shifted to the long-period learning value FLLAF, in the whole learning value FLAF.
  • a portion functioning as the dead band can be stored as data in the memory 63 as described above.
  • the memory 63 is configured to preserve the long-period learning value map 75 even after the ignition switch 51 is turned OFF, compensation using the degradation learning compensation coefficient or the representative value can be enabled from when the non-FB mode is initiated just after the ignition switch 51 is turned ON.
  • the first determiner 81 and the second determiner 82 in the combustion state determiner 65 determine whether or not the combustion state is stable, by different methods.
  • Fig. 10 is a view showing a process for determining whether or not the combustion state is stable, which process is performed by the first determiner 81.
  • a horizontal axis indicates a time and a vertical axis indicates an engine speed.
  • the first determiner 81 continues to obtain an instant value of the engine speed for a passage of a predetermined time ⁇ t1, extracts a minimum value and a maximum value from among the values attained, at a time point of the passage of the predetermined time ⁇ t1, and calculates a deviation ⁇ between the minimum value and the maximum value. Then, the first determiner 81 determines whether or not the deviation ⁇ is not less than a threshold.
  • the predetermined time ⁇ t1 is set to a time period which is long enough to enable the four-stroke engine 12 to finish running in one or more cycles, i.e., a time period which is long enough to monitor a behavior of a multi-cylinder engine macroscopically, in a situation in which it is determined that the running state is in the idle range.
  • the first determiner 81 determines that the combustion state is stable. On the other hand, if it is determined that the deviation ⁇ is not less than the threshold, i.e., the behavior of the engine fluctuates significantly, the first determiner 81 determines that the combustion state is unstable.
  • Figs. 11A and 11B show a method of determining whether or not the combustion state is stable, which process is performed by the second determiner 82.
  • Fig. 11A shows a typical example in which the combustion state is stable.
  • Fig. 11B shows a typical example in which the combustion state is unstable.
  • a horizontal axis indicates a crank angle and a vertical axis indicates an engine speed.
  • the second determiner 82 calculates a difference value between a first engine speed ⁇ A attained at a crank angle (e.g., 15 degrees) near the start of an expansion stroke in each cylinder and a second engine speed ⁇ B attained at a crank angle (e.g., 135 degrees) near the end of the expansion stroke in each cylinder.
  • the second determiner 82 calculates the difference value by subtracting the first engine speed ⁇ A from the second engine speed ⁇ B.
  • the second determiner 82 calculates the difference value in each cycle until a passage of cycles of a predetermined number. Then, the second determiner 82 extracts a maximum value and a minimum value from among the calculated difference values of the predetermined number.
  • the second determiner 82 calculates a deviation change coefficient by a smoothing process for dividing a deviation between the extracted maximum value and minimum value by a filter factor.
  • the engine speed increases so as to draw a curve which protrudes upward from the start of an expansion stroke until near the end of the expansion stroke, and therefore the above difference value is a relatively great positive value during this period of time.
  • the deviation change coefficient is a relatively great positive value.
  • a weak fire or a misfire occurs, the engine speed does not rise significantly in a period from the start of an expansion stroke until near the end of the expansion stroke. In extreme cases, as shown in Fig. 11B , the engine speed decreases. In this case, the above difference value is a positive value which is near zero, and is a negative value in extreme cases. If such combustion continues, the deviation change coefficient is a positive value near zero or a value which is not greater than zero.
  • the second determiner 82 determines whether or not a deviation change coefficient corresponding a particular cylinder is not less than a threshold.
  • the threshold is set to a positive value. If it is determined that the deviation change coefficient is not less than the threshold, the second determiner 82 determines that combustion of the cylinder is stable. On the other hand, if it is determined that the deviation change coefficient is less than the threshold, the second determiner 82 determines that combustion of the cylinder is unstable.
  • Fig. 12 is a timing chart showing an example of a method of determining (deciding) a fuel command value TAU in the idle mode.
  • the secondary air controller 91 causes the secondary air supply valve 47 to open the secondary air supply pipe 46.
  • the first determiner 81 and the second determiner 82 start to determine whether or not the combustion state is stable.
  • the fuel amount determiner 61 extracts a running state reference coefficient TBASE corresponding to the idle range from the running state reference coefficient map 71 and reads an idle compensation coefficient FILAF from the memory 63.
  • the fuel amount determiner 61 determines (decides) the fuel command value TAU in such a manner that compensation is made for the running state reference coefficient TBASE using the idle compensation coefficient FILAF according to the formula (4). In the example of Fig. 12 , it is supposed that 1 is initially stored in the memory 63 as the value of the idle compensation coefficient FILAF.
  • the fuel amount determiner 61 monitors whether the output of the O 2 sensor 56 indicates that the air-fuel ratio of the air-fuel mixture including the secondary air is a rich air-fuel ratio or a lean air-fuel ratio. That is, the fuel amount determiner 61 determines whether or not a predetermined time ⁇ t2 has passed after the idle mode is initiated. If the output of the O 2 sensor 56 changes to a value indicating the lean air-fuel ratio, before a passage of the predetermined time period ⁇ t2, the idle mode continues without making compensation for the idle compensation coefficient FILAF.
  • the fuel amount determiner 61 determines whether or not the output of the O 2 sensor 56 changes to a value indicating the lean air-fuel ratio, in a period from when the output of the O 2 sensor 56 has changed to a value indicating the rich air-fuel ratio until the predetermined time ⁇ t2 has passed, in the same manner.
  • the fuel amount determiner 61 makes compensation for the idle compensation coefficient FILAF such that the idle compensation coefficient FILAF is decreased by a predetermined amount. After performing this compensation, the fuel amount determiner 61 determines whether or not the output of the O 2 sensor 56 changes to a value indicating the lean air-fuel ratio, within the predetermined time ⁇ t2, again.
  • the fuel amount determiner 61 performs such a process while monitoring the output of the O 2 sensor 56, and decreases the idle compensation coefficient FILAF by the predetermined amount every passage of the predetermined time ⁇ t2, until the output of the O 2 sensor 56 changes to a value indicating the lean air-fuel ratio. This makes it possible to effectively suppress the air-fuel ratio of the air-fuel mixture including the secondary air from becoming an excess-rich air-fuel ratio, due to the degradation of the components, in the idle range.
  • the compensation for decreasing the idle compensation coefficient FILAF is carried out for only a cylinder for which it is determined that the combustion state is stable.
  • the compensation for decreasing the idle compensation coefficient FILAF might sometimes result in a weak fire or a misfire. Accordingly, if the combustion state determiner 65 determines that the combustion state is unstable, the fuel amount determiner 65 diminishes the degradation coefficient FBLAF (idle compensation coefficient FILAF) such that the idle compensation coefficient FILAF is increased by a predetermined amount, every passage of a predetermined time ⁇ t3, until it is determined that the combustion state is stable. If the first determiner 81 determines that the combustion state is unstable, compensation for diminishing the idle compensation coefficient FILAF is performed for the idle compensation coefficients FILAF corresponding to all the cylinders together, because the first determiner 81 performs the determination macroscopically.
  • FBLAF single compensation coefficient FILAF
  • the second determiner 82 determines that the combustion state is unstable, compensation for diminishing the idle compensation coefficient FILAF is performed only for the idle compensation coefficient FILAF corresponding to a cylinder for which it is determined that the combustion state is unstable, because the second determiner 82 determines whether or not the combustion state in the expansion stroke of each cylinder is stable.
  • the compensation for diminishing the idle compensation coefficient FILAF makes it possible to effectively prevent compensation using the degradation coefficient FBLAF (idle compensation coefficient FILAF) from being performed to an excess level.
  • the compensation for diminishing the idle compensation coefficient FILAF is performed in such a manner that once the idle compensation coefficient FILAF reaches an initial value (1 in the example of Fig. 12 ) set as the value of the idle compensation coefficient FILAF, the value of the idle compensation coefficient FILAF is not increased any more. This makes it possible to effectively prevent the air-fuel ratio of the air-fuel mixture including the secondary air from becoming the rich air-fuel ratio.
  • Fig. 13 is a timing chart showing a modified example of a method of setting a running state compensation coefficient F02RAM just after the FB mode is started.
  • the running state reference coefficient TBASE is selected from the running state reference coefficient map 71
  • the running state compensation coefficient F02RAM is selected from the running state compensation coefficient map 73 based on the running state at that point of time.
  • the running state compensation coefficient FO2RAM may be changed gradually from the value (1 in the example of Fig. 12 ) set in the non-FB mode to the selected value.
  • the running state compensation coefficient FO2RAM may be changed gradually by a method such as a filtering process which does not permit a change exceeding a predetermined change rate, a first-order lag process, etc..
  • the feedback compensation coefficient FFB may be maintained at the value set in the non-FB mode, and the real time learning value FRLAF and the long-period learning value FLLAF may be set to the values read from the memory 63 at a time point when the running state compensation coefficient FO2RAM reaches the selected value.
  • a change rate of the running state compensation coefficient FO2RAM is preferably greater than a change rate of the real time learning value FRLAF. This makes it possible to suppress the engine driving power from changing rapidly and to change the air-fuel ratio into a value closer to the theoretical air-fuel ratio quickly.
  • Fig. 14 is a timing chart showing a modified example of a method of determining (deciding) the fuel command value in the non-FB mode.
  • the compensation for diminishing the degradation coefficient in the case where the combustion state is unstable may be performed in the non-FB mode in addition to the idle mode.
  • the compensation for diminishing the degradation coefficient FBLAF i.e., degradation learning compensation coefficient or its representative value FDLAF
  • the compensation for diminishing the degradation coefficient FBLAF is performed in such a manner that the degradation learning compensation coefficient assigned to the degradation coefficient FBLAF or its representative value FDLAF is increased by a predetermined value so that it gets closer to the initial value (i.e., 1).
  • the degradation learning compensation coefficient or its representative value FDLAF is set to a value greater than the initial value.
  • the compensation for diminishing the degradation learning compensation coefficient or its representative value FDLAF is performed in such a manner that the degradation learning compensation coefficient or its representative value FDLAF is decreased by a predetermined amount so that it gets closer to the initial value. This makes it possible to effectively prevent compensation using the degradation coefficient FBLAF from being performed to an excess level.
  • Fig. 15 is a schematic view of a running state compensation fuel amount map 173 as a modified example of the running state compensation coefficient map 73.
  • the running state compensation fuel amount map 173 contains values derived by multiplying the running state reference coefficients TBASE of Fig. 5A by the running state compensation coefficients FO2RAM of Fig. 5B such that the running state compensation coefficients F02RAM correspond to running states, respectively.
  • the fuel amount determiner 61 determines (decides) the fuel command value TAU according to the following formula (7) instead of the formulas (1) and (2).
  • TAU TO 2 RAM ⁇ 1 + FKI + FFB
  • TO2RAM is a running state compensation fuel amount and is a value derived by multiplying the running state reference coefficient TBASE of Fig. 5A by the running state compensation coefficient FO2RAM of Fig. 5B .
  • the fuel amount determiner 61 switches a map to be referred, from the running state reference coefficient map 71 to the running state compensation fuel amount map 173 for deriving the running state compensation fuel amount resulting from compensation using the running state compensation coefficient FO2RAM (i.e., air-excess ratio).
  • the long-period learning value is used as the degradation learning compensation coefficient without altering it
  • a value of a degradation learning compensation coefficient different from a long-period learning value may be calculated for each running state based on the long-period learning value.
  • the learning value calculator 64 calculates the representative value of the degradation learning compensation coefficients and calculates the fuel command value by using this representative value for all the running ranges except for the high-load range, it may calculate a fuel command value by applying the learning compensation coefficient calculated for each running state to the above formula (3) according to the running state.
  • the degradation learning compensation coefficient or its representative value used in the non-FB mode may be used in the idle mode.
  • the fuel command value TAU used in the FB mode is determined (decided) according to the formula (2)
  • the present invention is not limited to this, but another formula may be used so long as it substantially includes a running state reference coefficient pre-stored, a running state compensation coefficient pre-stored, and a feedback compensation coefficient varying sequentially.
  • a value derived by adding the running state compensation coefficient FO2RAM to the feedback compensation coefficient FFB may be multiplied by the running state reference coefficient TBASE.
  • the coefficients may be added together.
  • the running state reference coefficient TBASE and the environment compensation coefficient FKI are used separately in the present embodiment, a coefficient including the running state reference coefficient TBASE and the environment compensation coefficient FKI may be used as the running state reference coefficient. Moreover, the environment compensation coefficient FKI may not be used.
  • the above change in the feedback compensation coefficient FFB which occurs over time described in the present embodiment is merely exemplary, and another time change may occur so long as the compensation coefficients change to allow the air-fuel ratio to reach a value closer to the theoretical air-fuel ratio over time.
  • a single value which is a combination of the real time learning value FRLAF and the long-period learning value FLLAF may be used, or a single value which is a combination of the closed-loop compensation value FAF, the real time learning value FRLAF and the long-period learning value FLLAF may be used.
  • the learning value used in the FB mode is reflected in the non-FB mode, the present invention is not limited this, but the operation in the FB mode alone may be within the scope of the present invention.
  • the running state reference coefficients TBASE, the environment compensation coefficients FKI, and the running state compensation coefficients FO2RAM are pre-stored in the memory 63 in the form of maps, formulas for deriving the respective coefficients based on the running states may be stored thereon.
  • the fuel amount determiner 61 may be implemented as software by executing a program stored in the memory 63, or as hardware using an electric circuit.
  • air-fuel ratio control of an internal combustion engine may be performed using another air-fuel ratio adjusting means capable of feedback control.
  • air supply amount may be controlled, in addition to or instead of the fuel feed amount.
  • the air-fuel ratio may be controlled by controlling the opening degree of the sub-throttle valve by the throttle controller, along with the control of the fuel feed amount.
  • the air-fuel ratio control is executed in view of the determined degradation which has progressed over time
  • the air-fuel ratio control system may be used merely as a system for determining a rate of degradation which has progressed over time rather than the system for performing the air-fuel ratio control. For example, by displaying the rate of degradation which has progressed over time, the user can be informed of a change time, for example, when the motorcycle is inspected.
  • the present invention is suitably applied to high-rotational-speed vehicles and low-load vehicles like the motorcycles among vehicles including internal combustion engines. Also, the present invention is suitably applied to small lightweight vehicles represented by straddle-type vehicles, or vehicles such as all terrain vehicles.
  • the present invention can reduce a time required to cause the air-fuel ratio to reach a value closer to the theoretical air-fuel ratio when the feedback control starts or a compensation amount required for the feedback control changes rapidly, thereby suppressing degradation of the quality of the exhaust gas, or suppressing the engine driving power from becoming lower than a desired one.
  • the present invention is advantageously applied to the straddle-type vehicles such as motorcycles.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (12)

  1. Système de commande de rapport air-carburant (100) d'un moteur à combustion interne (12) comprenant :
    un détecteur d'état de fonctionnement (52 à 55) pour détecter un état de fonctionnement du moteur à combustion interne (12) ;
    un capteur de rapport air-carburant (56) qui change une caractéristique de sortie de celui-ci lorsqu'un rapport air-carburant de gaz d'échappement se rapproche d'un rapport air-carburant théorique ;
    un dispositif d'alimentation en carburant (38) pour alimenter en carburant le moteur à combustion interne (12) de sorte qu'une quantité d'alimentation en carburant soit réglable ;
    un dispositif de détermination de quantité de carburant (61) pour déterminer une valeur d'ordre de carburant (TAU) indiquant une quantité d'alimentation en carburant du carburant à fournir par le dispositif d'alimentation en carburant (38) ; et
    une mémoire (63) pour stocker une première correspondance (71) entre des coefficients de référence d'état de fonctionnement (TBASE) et des états de fonctionnement du moteur à combustion interne (12), les coefficients de référence d'état de fonctionnement (TBASE) indiquant des quantités d'alimentation en carburant de référence requises pour obtenir des rapports air-carburant cibles fixés comme correspondant aux états de fonctionnement, respectivement ;
    dans lequel le dispositif de détermination de quantité de carburant (61) a un mode de commande de rétroaction dans lequel le dispositif de détermination de quantité de carburant (61) détermine la valeur d'ordre de carburant d'après la sortie du capteur de rapport air-carburant (56), et un mode de commande sans rétroaction dans lequel le dispositif de détermination de quantité de carburant (61) détermine la valeur d'ordre de carburant (TAU) quelle que soit la sortie du capteur de rapport air-carburant (56),
    caractérisé en ce que :
    la mémoire (63) est configurée pour stocker une deuxième correspondance (73) entre des coefficients de compensation d'état de fonctionnement (FO2RAM) et les états de fonctionnement, les coefficients de compensation d'état de fonctionnement (FO2RAM) indiquant une valeur obtenue en divisant le rapport air-carburant cible par le rapport air-carburant théorique ; et
    dans le mode de commande de rétroaction, le dispositif de détermination de quantité de carburant (61) détermine un coefficient de référence d'état de fonctionnement (TBASE) correspondant à l'état de fonctionnement détecté par le détecteur d'état de fonctionnement (52 à 55) d'après la première correspondance (71) stockée dans la mémoire (63), détermine un coefficient de compensation d'état de fonctionnement (FO2RAM) correspondant à l'état de fonctionnement détecté par le détecteur d'état de fonctionnement (52 à 55) d'après la deuxième correspondance (73) stockée dans la mémoire (63), détermine une rétroaction correspondant à l'état de fonctionnement détecté par le détecteur d'état de fonctionnement (52 à 55) d'après la deuxième correspondance (73) stockée dans la mémoire (63), détermine un coefficient de compensation de rétroaction (FFB) utilisé pour amener un rapport air-carburant à atteindre une valeur plus proche du rapport air-carburant théorique d'après la sortie du capteur de rapport air-carburant (56), et détermine la valeur d'ordre de carburant (TAU) en multipliant le coefficient de référence d'état de fonctionnement (TBASE) déterminé par le coefficient de compensation d'état de fonctionnement (FO2RAM) déterminé, et le coefficient de compensation de rétroaction (FFB) déterminé ;
    et en ce que le système de commande de rapport air-carburant (100) comprend en outre un calculateur de valeur d'apprentissage (64) pour calculer un coefficient de compensation d'apprentissage de détérioration (FBLAF) utilisé pour supprimer des effets négatifs d'une détérioration du moteur à combustion interne (12) qui a progressé dans le temps, d'après le coefficient de compensation de rétroaction (FFB) déterminé dans le mode de commande de rétroaction ;
    dans lequel la mémoire (63) met à jour et stocke le coefficient de compensation d'apprentissage de détérioration (FBLAF) ;
    et dans le mode de commande sans rétroaction, le dispositif de détermination de quantité de carburant (61) détermine le coefficient de référence d'état de fonctionnement (TBASE) correspondant à l'état de fonctionnement détecté par le détecteur d'état de fonctionnement (52 à 55) d'après la première correspondance (71) stockée dans la mémoire (63), lit le coefficient de compensation d'apprentissage de détérioration (FBLAF) stocké dans la mémoire (63), et détermine la valeur d'ordre de carburant (TAU) en multipliant le coefficient de référence d'état de fonctionnement (TBASE) déterminé par le coefficient de compensation d'apprentissage de détérioration (FBLAF) lu, quelle que soit la sortie du capteur de rapport air-carburant.
  2. Système de commande de rapport air-carburant (100) selon la revendication 1,
    dans lequel le calculateur de valeur d'apprentissage (64) calcule des coefficients de compensation d'apprentissage de détérioration (FBLAF) pour les états de fonctionnement, respectivement ; et
    la mémoire (63) stocke une troisième correspondance (75) entre les états de fonctionnement et les coefficients de compensation d'apprentissage de détérioration (FBLAF), pour chacun des états de fonctionnement.
  3. Système de commande de rapport air-carburant (100) selon la revendication 2,
    dans lequel le calculateur de valeur d'apprentissage (64) calcule une moyenne pondérée dérivée en pondérant une pluralité de coefficients de compensation d'apprentissage de détérioration (FLLAF(i)) stockés dans la mémoire (63) pour correspondre respectivement aux états de fonctionnement, et calcule une valeur représentative (FDLAF) des coefficients de compensation d'apprentissage de détérioration (EBLAF) d'après la moyenne pondérée ;
    la mémoire (63) met à jour et stocke la valeur représentative (FDLAF) calculée par le calculateur de valeur d'apprentissage (64) ; et
    le dispositif de détermination de quantité de carburant (61) calcule la valeur d'ordre de carburant (TAU) en appliquant la valeur représentative (FDLAF) au coefficient de compensation d'apprentissage de détérioration (FBLAF), dans le mode de commande sans rétroaction.
  4. Système de commande de rapport air-carburant (100) selon l'une quelconque des revendications 1 à 3,
    dans lequel le coefficient de compensation de rétroaction (FFB) comporte une valeur de compensation en boucle fermée (FAF), une valeur d'apprentissage en temps réel (FRLAF) et une valeur d'apprentissage de période longue (FLLAF) ;
    la valeur de compensation en boucle fermée (FAF) est fixée pour changer pour amener le rapport air-carburant à atteindre une valeur plus proche du rapport air-carburant théorique, et pour changer de croissante à décroissante ou de décroissante à croissante à chaque fois que la sortie du capteur de rapport air-carburant (56) est inversée ;
    la valeur d'apprentissage en temps réel (FRLAF) est fixée pour changer pour amener le rapport air-carburant à atteindre une valeur plus proche du rapport air-carburant théorique dans une période pendant laquelle la valeur de compensation en boucle fermée ne croise pas une valeur de référence prédéterminée, lorsque la valeur de compensation en boucle fermée (FAF) change de croissante à décroissante ou de décroissante à croissante, et pour maintenir une valeur à un instant où la valeur de compensation en boucle fermée (FAF) croise la valeur de référence prédéterminée, lorsque la valeur de compensation en boucle fermée (FAF) change de croissante à décroissante ou de décroissante à croissante ; et
    la valeur d'apprentissage de période longue (FLLAF) est fixée pour être ajoutée à une valeur prédéterminée et la valeur d'apprentissage en temps réel (FRLAF) est fixée pour être une valeur dérivée en soustrayant la valeur prédéterminée de la valeur d'apprentissage en temps réel (FRLAF) simultanément à l'addition de la valeur prédéterminée à la valeur d'apprentissage de période longue (FLLAF), lorsque la valeur d'apprentissage en temps réel atteint un seuil prédéterminé (F1, -F1).
  5. Système de commande de rapport air-carburant (100) selon la revendication 4,
    dans lequel la valeur d'apprentissage de période longue (FLLAF) est traitée en tant que coefficient de compensation d'apprentissage de détérioration (FBLAF) par le calculateur de valeur d'apprentissage (64).
  6. Système de commande de rapport air-carburant (100) selon l'une quelconque des revendications 1 à 5,
    dans lequel la mémoire (63) est configurée pour conserver le coefficient de compensation d'apprentissage de détérioration dans un état où un commutateur d'allumage (51) du moteur à combustion interne (12) est hors tension.
  7. Système de commande de rapport air-carburant (100) selon l'une quelconque des revendications 1 à 6, comprenant :
    un dispositif de détermination d'état de combustion (65) pour déterminer si un état de combustion du moteur à combustion interne (12) est instable ou non, dans lequel l'état de combustion qui est instable signifie qu'un écart (Δω) entre une valeur minimale et une valeur maximale de la vitesse moteur se produisant dans une période de temps prédéterminée (Δt1) est supérieur à un seuil prédéterminé, ou qu'un coefficient de changement d'écart d'après un écart entre une valeur minimale et une valeur maximale d'une valeur de différence se produisant dans des cycles d'un nombre prédéterminé est inférieur à un seuil prédéterminé, la valeur de différence étant calculée en soustrayant une première vitesse moteur (ωA) atteinte à un angle de vilebrequin près du début d'une course de détente d'une seconde vitesse moteur (ωB) atteinte à un angle de vilebrequin près de la fin de la course de détente ;
    dans lequel le dispositif de détermination de quantité de carburant (61) diminue le coefficient de compensation d'apprentissage de détérioration (FBLAF) si le dispositif de détermination d'état de combustion (65) détermine que l'état de combustion est instable.
  8. Système de commande de rapport air-carburant (100) selon l'une quelconque des revendications 1 à 6, comprenant :
    un dispositif de détermination d'état de combustion (65) pour déterminer si un état de combustion du moteur à combustion interne (12) est instable ou non, dans lequel l'état de combustion qui est instable signifie qu'un écart (Δω) entre une valeur minimale et une valeur maximale de la vitesse moteur se produisant dans une période de temps prédéterminée (Δt1) est supérieur à un seuil prédéterminé, ou qu'un coefficient de changement d'écart d'après un écart entre une valeur minimale et une valeur maximale d'une valeur de différence se produisant dans des cycles d'un nombre prédéterminé est inférieur à un seuil prédéterminé, la valeur de différence étant calculée en soustrayant une première vitesse moteur (ωA) atteinte à un angle de vilebrequin près du début d'une course de détente d'une seconde vitesse moteur (ωB) atteinte à un angle de vilebrequin près de la fin de la course de détente ;
    dans lequel le dispositif de détermination de quantité de carburant (61) a un mode ralenti dans lequel le dispositif de détermination de quantité de carburant (61) détermine un coefficient de référence d'état de fonctionnement (TBASE) correspondant à une plage de ralenti, et un coefficient de compensation de ralenti (FILAF) utilisé pour amener la sortie du capteur de rapport air-carburant (56) à passer à une valeur indiquant un rapport air-carburant pauvre, et détermine la valeur d'ordre de carburant (TAU) à l'aide du coefficient de référence d'état de fonctionnement (TBASE) déterminé et du coefficient de compensation de ralenti (FILAF) déterminé, lorsque l'état de fonctionnement détecté par le détecteur d'état de fonctionnement est dans la plage de ralenti ;
    et dans lequel le dispositif de détermination de quantité de carburant (61) diminue le coefficient de compensation de ralenti lorsque le dispositif de détermination d'état de combustion (65) détermine que l'état de combustion est instable, dans le mode ralenti.
  9. Système de commande de rapport air-carburant (100) selon l'une quelconque des revendications 1 à 8,
    dans lequel le dispositif de détermination de quantité de carburant (61) obtient une valeur du coefficient de compensation d'état de fonctionnement (FO2RAM) d'après l'état de fonctionnement détecté par le détecteur d'état de fonctionnement (52 à 55), et change le coefficient de compensation d'état de fonctionnement à la valeur obtenue dans le temps, lorsque le mode de commande de rétroaction est démarré.
  10. Système de commande de rapport air-carburant (100) selon l'une quelconque des revendications 1 à 9,
    dans lequel les rapports air-carburant cibles sont différents les uns des autres et comportent une valeur autre que le rapport air-carburant théorique.
  11. Système de commande de rapport air-carburant (100) du moteur à combustion interne, selon l'une quelconque des revendications 1 à 10,
    dans lequel la mémoire (63) est configurée pour stocker une carte de coefficients de compensation d'environnement (72) qui définit des coefficients de compensation d'environnement (FKI) utilisés pour réaliser une compensation pour les coefficients de référence d'état de fonctionnement (TBASE), d'après des environnements de conduite comportant une température d'eau de refroidissement et une pression d'admission d'air, et
    dans lequel, dans le mode de commande de rétroaction, le dispositif de détermination de quantité de carburant (63) détermine le coefficient de compensation d'environnement (FKI) en référence à la carte de coefficients de compensation d'environnement (72), et détermine l'ordre d'alimentation en carburant (TAU) en multipliant le coefficient de référence d'état de fonctionnement (TBASE) déterminé par le coefficient de compensation d'état de fonctionnement (FO2RAM) déterminé, et par la somme de 1, le coefficient de compensation de rétroaction (FFB) déterminé et le coefficient de compensation d'environnement (FKI) déterminé.
  12. Procédé de commande d'un rapport air-carburant d'un moteur à combustion interne (12) comportant un dispositif d'alimentation en carburant (38) pour alimenter en carburant le moteur à combustion interne (12) de sorte qu'une quantité d'alimentation en carburant soit réglable ; le procédé comprenant :
    le préstockage d'une première correspondance (71) entre des coefficients de référence d'état de fonctionnement (TBASE) et des états de fonctionnement du moteur à combustion interne (12), les coefficients de référence d'état de fonctionnement (TBASE) indiquant des quantités d'alimentation en carburant de référence correspondant aux états de fonctionnement, respectivement ;
    l'exécution d'un mode de commande de rétroaction dans lequel une valeur d'ordre de carburant (TAU) indiquant la quantité d'alimentation en carburant du carburant à fournir par le dispositif d'alimentation en carburant (38) est déterminée d'après une sortie du capteur de rapport air-carburant (56) qui change une caractéristique de sortie de celui-ci lorsqu'un rapport air-carburant de gaz d'échappement est plus proche du rapport air-carburant théorique, et
    l'exécution d'un mode de commande sans rétroaction dans lequel la valeur d'ordre de carburant (TAU) est déterminée quelle que soit la sortie du capteur de rapport air-carburant (56),
    caractérisé en ce que :
    le préstockage comporte le préstockage d'une deuxième correspondance (73) entre des coefficients de compensation d'état de fonctionnement (FO2RAM) et les états de fonctionnement, les coefficients de compensation d'état de fonctionnement (FO2RAM) étant utilisés pour réaliser une compensation pour les quantités d'alimentation en carburant correspondant aux états de fonctionnement, respectivement, pour amener le rapport air-carburant indiqué par le capteur de rapport air-carburant (56) à atteindre le rapport air-carburant théorique ; et
    le procédé comprend en outre :
    dans le mode de commande de rétroaction,
    la détermination d'un coefficient de référence d'état de fonctionnement (TBASE) correspondant à un état de fonctionnement détecté par un détecteur d'état de fonctionnement (52 à 55) d'après la première correspondance (71) préstockée ;
    la détermination d'un coefficient de compensation d'état de fonctionnement (FO2RAM) correspondant à l'état de fonctionnement détecté par le détecteur d'état de fonctionnement (52 à 55) d'après la deuxième correspondance (73) préstockée ;
    la détermination d'un coefficient de compensation de rétroaction (FFB) utilisé pour amener le rapport air-carburant à atteindre une valeur plus proche du rapport air-carburant théorique d'après la sortie du capteur de rapport air-carburant (56) ;
    la détermination de la valeur d'ordre de carburant (TAU) en multipliant le coefficient de référence d'état de fonctionnement (TBASE) déterminé par le coefficient de compensation d'état de fonctionnement (FO2RAM) déterminé et le coefficient de compensation de rétroaction (FFB) déterminé ; et
    le calcul d'un coefficient de compensation d'apprentissage de détérioration (FBLAF) utilisé pour supprimer des effets négatifs d'une détérioration du moteur à combustion interne (12) qui a progressé dans le temps, d'après le coefficient de compensation de rétroaction (FFB) déterminé dans le mode de commande de rétroaction ; et
    dans le mode de commande sans rétroaction,
    la détermination du coefficient de référence d'état de fonctionnement (TBASE) correspondant à l'état de fonctionnement détecté par le détecteur d'état de fonctionnement (52 à 55) d'après la première correspondance (71) stockée dans la mémoire (63) ;
    la lecture du coefficient de compensation d'apprentissage de détérioration (FBLAF) ; et
    la détermination de la valeur d'ordre de carburant (TAU) en multipliant le coefficient de référence d'état de fonctionnement (TBASE) déterminé par le coefficient de compensation d'apprentissage de détérioration (FBLAF) lu.
EP11193640.7A 2010-12-24 2011-12-15 Système de contrôle de rapport air-combustible et procédé de contrôle de rapport air-combustible de moteur à combustion interne Active EP2469062B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2010288532A JP5548114B2 (ja) 2010-12-24 2010-12-24 内燃機関の空燃比制御装置及び空燃比制御方法

Publications (3)

Publication Number Publication Date
EP2469062A2 EP2469062A2 (fr) 2012-06-27
EP2469062A3 EP2469062A3 (fr) 2014-10-08
EP2469062B1 true EP2469062B1 (fr) 2018-08-22

Family

ID=45350678

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11193640.7A Active EP2469062B1 (fr) 2010-12-24 2011-12-15 Système de contrôle de rapport air-combustible et procédé de contrôle de rapport air-combustible de moteur à combustion interne

Country Status (4)

Country Link
US (1) US9026340B2 (fr)
EP (1) EP2469062B1 (fr)
JP (1) JP5548114B2 (fr)
CN (1) CN102536485B (fr)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5623578B2 (ja) * 2013-03-22 2014-11-12 ヤマハ発動機株式会社 燃料噴射制御装置
JP6276984B2 (ja) * 2013-12-20 2018-02-07 川崎重工業株式会社 空燃比制御装置の異常診断装置
JP6586334B2 (ja) * 2015-09-24 2019-10-02 川崎重工業株式会社 乗物の製造方法
CN106202703B (zh) * 2016-07-08 2019-04-19 哈尔滨工程大学 基于空燃比加权的内燃机急加速（载）方案优化方法
CN109113883B (zh) * 2017-06-22 2020-07-07 联合汽车电子有限公司 内燃机的空燃比控制方法及装置
JP6989336B2 (ja) * 2017-10-06 2022-01-05 日本特殊陶業株式会社 センサ制御装置およびセンサユニット
CN112096529B (zh) * 2020-08-06 2023-01-17 陈其安 发动机运行的控制方法、装置和存储介质
CN112096528B (zh) * 2020-08-06 2023-01-17 陈其安 发动机运行的自适应调节方法、电子装置和存储介质
JP2022030600A (ja) 2020-08-07 2022-02-18 川崎重工業株式会社 排気センサの異常検出装置
JP2022120675A (ja) * 2021-02-05 2022-08-18 ヤマハ発動機株式会社 鞍乗型車両用の触媒劣化判定装置およびそれを備える鞍乗型車両
JP2022120676A (ja) * 2021-02-05 2022-08-18 ヤマハ発動機株式会社 鞍乗型車両用の触媒劣化判定装置およびそれを備える鞍乗型車両
CN115142973B (zh) * 2022-07-01 2023-07-28 奇瑞汽车股份有限公司 发动机怠速防熄火控制方法及装置

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6187935A (ja) * 1984-10-06 1986-05-06 Toyota Motor Corp 内燃機関の空燃比制御装置

Family Cites Families (58)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2812442A1 (de) * 1978-03-22 1979-10-04 Bosch Gmbh Robert Verfahren und einrichtung zum bestimmen von einstellgroessen bei brennkraftmaschinen
US4306529A (en) * 1980-04-21 1981-12-22 General Motors Corporation Adaptive air/fuel ratio controller for internal combustion engine
JPS5744752A (en) * 1980-09-01 1982-03-13 Toyota Motor Corp Method of controlling air fuel ratio of internal combustion engine
JPS57105530A (en) * 1980-12-23 1982-07-01 Toyota Motor Corp Air-fuel ratio controlling method for internal combustion engine
JPS588239A (ja) * 1981-07-06 1983-01-18 Toyota Motor Corp 燃料噴射式エンジンの燃料噴射量制御方法
JPS588238A (ja) * 1981-07-06 1983-01-18 Toyota Motor Corp 燃料噴射式エンジンの燃料噴射量制御方法
JPS58192945A (ja) * 1982-05-06 1983-11-10 Honda Motor Co Ltd 内燃エンジンの空燃比フィ−ドバック制御装置
JPS58217749A (ja) * 1982-06-11 1983-12-17 Honda Motor Co Ltd 内燃エンジンの特定運転状態時の燃料供給制御方法
JPS5925055A (ja) * 1982-08-03 1984-02-08 Nippon Denso Co Ltd 空燃比制御装置
JPS5954750A (ja) * 1982-09-20 1984-03-29 Mazda Motor Corp エンジンの燃料制御装置
JPS59194053A (ja) * 1983-04-18 1984-11-02 Toyota Motor Corp 内燃機関の空燃比制御方法および空燃比制御装置
US4615319A (en) * 1983-05-02 1986-10-07 Japan Electronic Control Systems Co., Ltd. Apparatus for learning control of air-fuel ratio of airfuel mixture in electronically controlled fuel injection type internal combustion engine
US4703430A (en) * 1983-11-21 1987-10-27 Hitachi, Ltd. Method controlling air-fuel ratio
JPS60233328A (ja) * 1984-05-02 1985-11-20 Honda Motor Co Ltd 内燃エンジンの空燃比フイ−ドバツク制御方法
JPS6176733A (ja) * 1984-09-10 1986-04-19 Mazda Motor Corp エンジンの空燃比制御装置
JPS6181536A (ja) * 1984-09-20 1986-04-25 Honda Motor Co Ltd 内燃エンジンのアイドル時燃料供給制御方法
JPS61275535A (ja) * 1985-05-24 1986-12-05 Honda Motor Co Ltd 内燃エンジンの燃料供給制御方法
JPS6217336A (ja) * 1985-07-16 1987-01-26 Mazda Motor Corp エンジンの燃料噴射制御装置
JP2644732B2 (ja) * 1985-07-16 1997-08-25 マツダ株式会社 エンジンのスロツトル弁制御装置
US4763629A (en) * 1986-02-14 1988-08-16 Mazda Motor Corporation Air-fuel ratio control system for engine
US4854287A (en) * 1986-10-21 1989-08-08 Japan Electronic Control Systems Co., Ltd. Apparatus for learning and controlling air/fuel ratio in internal combustion engine
JPH0678738B2 (ja) * 1987-01-21 1994-10-05 株式会社ユニシアジェックス 内燃機関の空燃比の学習制御装置
US4844041A (en) * 1987-03-05 1989-07-04 Honda Giken Kogyo Kabushiki Kaisha Method of controlling the air/fuel ratio for an internal combustion engine mounted on a vehicle
US4889099A (en) * 1987-05-28 1989-12-26 Japan Electronic Control Systems Company, Limited Air/fuel mixture ratio control system for internal combustion engine with feature of learning correction coefficient including altitude dependent factor
DE3741527A1 (de) * 1987-12-08 1989-06-22 Bosch Gmbh Robert Steuer-/regelsystem fuer eine brennkraftmaschine
JPH01203626A (ja) * 1988-02-07 1989-08-16 Honda Motor Co Ltd 内燃エンジンの始動制御装置並びに吸入空気量制御装置
JPH01216047A (ja) * 1988-02-24 1989-08-30 Hitachi Ltd エンジンの空燃比制御方法および装置
JP2545438B2 (ja) * 1988-04-26 1996-10-16 株式会社日立製作所 燃料供給量制御装置
US4991559A (en) * 1989-01-24 1991-02-12 Toyota Jidosha Kabushiki Kaisha Fuel injection control device of an engine
JPH0331548A (ja) * 1989-06-29 1991-02-12 Japan Electron Control Syst Co Ltd 内燃機関の混合燃料供給装置
US5265581A (en) * 1990-11-30 1993-11-30 Nissan Motor Co., Ltd. Air-fuel ratio controller for water-cooled engine
JP2976547B2 (ja) * 1991-03-05 1999-11-10 トヨタ自動車株式会社 内燃機関の燃料性状検出装置
JP3035390B2 (ja) * 1991-08-30 2000-04-24 本田技研工業株式会社 内燃エンジンの空燃比制御装置
US5546911A (en) * 1993-04-20 1996-08-20 Nippondenso Co., Ltd. Fuel injection control apparatus
JP3003488B2 (ja) * 1993-12-13 2000-01-31 日産自動車株式会社 エンジンの蒸発燃料処理装置
JP3577770B2 (ja) * 1995-03-15 2004-10-13 日産自動車株式会社 エンジンの空燃比制御装置
JPH09196889A (ja) * 1996-01-16 1997-07-31 Toyota Motor Corp 空燃比検出装置
US5954028A (en) * 1996-08-08 1999-09-21 Honda Giken Kogyo Kabushiki Kaisha Air-fuel ratio control system for internal combustion engines
JPH10288074A (ja) * 1997-04-11 1998-10-27 Nissan Motor Co Ltd エンジンの空燃比制御装置
US6161530A (en) * 1997-07-04 2000-12-19 Nissan Motor Co., Ltd. Control system for internal combustion engine
JP2000230449A (ja) * 1999-02-08 2000-08-22 Mazda Motor Corp エンジンの空燃比制御装置
JP3773684B2 (ja) * 1999-02-09 2006-05-10 本田技研工業株式会社 内燃機関の空燃比制御装置
JP3918402B2 (ja) * 2000-05-18 2007-05-23 日産自動車株式会社 ディーゼルエンジンの制御装置
JP3768780B2 (ja) * 2000-06-07 2006-04-19 三菱電機株式会社 内燃機関の空燃比制御装置
JP2003138952A (ja) * 2001-11-05 2003-05-14 Mitsubishi Motors Corp ディーゼル機関
JP2003227381A (ja) * 2002-01-31 2003-08-15 Toyota Motor Corp 筒内噴射式内燃機関の制御装置
JP4111094B2 (ja) * 2003-07-31 2008-07-02 日産自動車株式会社 排気後処理装置付過給エンジンの制御装置および制御方法
JP4466008B2 (ja) * 2003-07-31 2010-05-26 日産自動車株式会社 エンジンの燃料噴射制御装置
JP4103774B2 (ja) * 2003-10-31 2008-06-18 株式会社デンソー 内燃機関の燃料噴射制御装置
JP4039380B2 (ja) * 2004-03-24 2008-01-30 トヨタ自動車株式会社 内燃機関の空燃比制御装置
JP2006161695A (ja) * 2004-12-08 2006-06-22 Toyota Motor Corp 内燃機関の空燃比制御装置
JP4442418B2 (ja) * 2004-12-27 2010-03-31 トヨタ自動車株式会社 内燃機関の空燃比制御装置
JP4532306B2 (ja) * 2005-02-18 2010-08-25 本田技研工業株式会社 船外機用内燃機関の空燃比制御装置
GB2439566A (en) * 2006-06-28 2008-01-02 Ford Global Tech Llc Cold adaptive fuelling
JP2009002251A (ja) * 2007-06-22 2009-01-08 Toyota Motor Corp 内燃機関の空燃比制御装置
JP5050943B2 (ja) * 2008-03-12 2012-10-17 日産自動車株式会社 車両の制振制御装置
JP4488318B2 (ja) * 2008-05-20 2010-06-23 三菱電機株式会社 内燃機関制御装置
US9416738B2 (en) * 2010-05-10 2016-08-16 Toyota Jidosha Kabushiki Kaisha Internal combustion engine control device for carrying out injection amount feedback control

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6187935A (ja) * 1984-10-06 1986-05-06 Toyota Motor Corp 内燃機関の空燃比制御装置

Also Published As

Publication number Publication date
US9026340B2 (en) 2015-05-05
JP5548114B2 (ja) 2014-07-16
US20120166068A1 (en) 2012-06-28
CN102536485A (zh) 2012-07-04
CN102536485B (zh) 2015-04-22
EP2469062A2 (fr) 2012-06-27
EP2469062A3 (fr) 2014-10-08
JP2012136970A (ja) 2012-07-19

Similar Documents

Publication Publication Date Title
EP2469062B1 (fr) Système de contrôle de rapport air-combustible et procédé de contrôle de rapport air-combustible de moteur à combustion interne
JP4446084B2 (ja) エンジンの制御装置
US7877192B2 (en) Control for an internal-combustion engine
JP4792454B2 (ja) 内燃機関の点火時期制御装置
US20020026921A1 (en) Combustion state control system of internal combusion engine
US8718902B2 (en) Control apparatus and control method of multiple cylinder
US4800857A (en) Apparatus for learn-controlling air-fuel ratio for internal combustion engine
EP0924420B1 (fr) Régulateur de couple pour un moteur à combustion interne
JP4477249B2 (ja) 筒内噴射型内燃機関の制御装置
JP3467455B2 (ja) 内燃機関の気筒別空燃比推定装置
US6267095B1 (en) Internal combustion engine control apparatus and control method
US7721709B2 (en) Fuel injection control apparatus and method for internal combustion engine
JP5783689B2 (ja) 内燃エンジンの作動方法
JP3791032B2 (ja) 内燃機関の燃料噴射制御装置
JP4976963B2 (ja) 空燃比制御装置、それを備える車両及び空燃比制御方法
JP2011236862A (ja) 多気筒内燃機関の制御装置
US5765526A (en) Fuel supply control system for internal combustion engines
JPH09287510A (ja) 内燃機関の空燃比制御装置
JP3598735B2 (ja) 内燃機関の回転速度制御装置
JP3962100B2 (ja) 内燃機関の制御装置
JP4915324B2 (ja) 内燃機関の制御装置
JP3613658B2 (ja) 多気筒内燃機関の燃料噴射制御装置
JP2569999B2 (ja) 可変バルブタイミング装置のフェイルセーフシステム
JP3154304B2 (ja) イオン電流によるリーン限界制御方法
JPH0637860B2 (ja) 内燃機関の空燃比制御装置

Legal Events

Date Code Title Description
AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

RIC1 Information provided on ipc code assigned before grant

Ipc: F02D 41/14 20060101AFI20140904BHEP

Ipc: F01N 3/30 20060101ALI20140904BHEP

Ipc: F02D 41/24 20060101ALI20140904BHEP

17P Request for examination filed

Effective date: 20150402

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

17Q First examination report despatched

Effective date: 20160405

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20180306

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1032809

Country of ref document: AT

Kind code of ref document: T

Effective date: 20180915

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602011051246

Country of ref document: DE

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20180822

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20181123

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20181122

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20181122

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20181222

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 1032809

Country of ref document: AT

Kind code of ref document: T

Effective date: 20180822

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602011051246

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20190523

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20181215

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20181215

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20181231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20181231

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20181215

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20181231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20181231

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20181215

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20181231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20181215

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180822

Ref country code: MK

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180822

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20111215

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20201110

Year of fee payment: 10

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 602011051246

Country of ref document: DE

Owner name: KAWASAKI MOTORS, LTD., AKASHI-SHI, JP

Free format text: FORMER OWNER: KAWASAKI JUKOGYO K.K., KOBE, HYOGO, JP

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20211215

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20231031

Year of fee payment: 13